Fluid-pressure engine.



No. 877,847. PATENTED JAN. 28, 1908.

E. LENTE E o. BELLENS. PLUIE PRESSURE ENGINE.

APPLICATION FILED APR.28.1906.'

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E; LENTZ da C. BELLENS.

FLUID PRESSURE ENGINE..

APPLICATION YILED 1823.28. 1906.

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EANENTED JAN. 2s, 190s. E. LENTE & c, EELEENS. FLUID PRESSURE ENGINE. APPLICATION FILED APB..28.1'906.

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No. 877,847; PATBNTED JAN. 28, 1908. H. LENTZ @a C. BELLENS.

A TTOHNE YS inueoLENrz, or HALENsEa, GERM-ANY, AND CHARLES BEL-LENS, oaiiEILLv-sua-siiixa,

FRANCE.

c FLUID-ennesima Specification of Letters Patent.

Application filed April 28,/I06. Serial No. 3147124.

To all whom i t may concern:

p Be it known that we, HUGO LEN'rz, a subject of the German Empire, and resident of 123,'Kurrstendan1m, Halensee, near Berlin, in the Empire of Germany, engineer, and CHARLES BELLENS, a subject of the lKingdom of Great Britiam' residing at 43 Rue de Chzy, N euilly-sur-Seine, in the Republic of France, have invented certain new and useful flO Improvements in and Relating to Fluid- Pressure Engines, of which the following is a specification.

This. invention has for its object a method of and the means for obtaining in elastic .fluid machines simple or multiple expansion g by rendering the cylinders solid one with' the other in `grou s ofV two.

'It consists in estab ishing between these combined cylinders communications such that the concordent phases of admission or exhaust may be controlled by a'single valve member and that consequently the two cylinders renderedl solid, instead of expanding from one to the other as in'con'ipound en.

gines, Work at the same pressure.

In the accompanying d1 'ng, several constructional fornis'of steamcylinder to which the invention has been applied are illustrated i by Way of example. 30v

Figure 1 is a diagrammatic view of a group of -two cylinders, showing clearly the com- `munications established between these cylinders. F ig. 2 shows a constructional form of Fig. 1. Fig. 3 represents another constructional form in which all the valve mem-` -bers 'are situated at the same end of the cylinders. Fig. 4 represents a section'on the line 4 4 of Fig. 3. Fig 5 is an external plan view of Fig. 3. Fig. 6 is a pers ective view. Figs. 7l and 8 show the app cation to `the invention of distributing valves of various kinds. Fig. 9 shows a driving axle or the application of the invention to a locomotive. Fig. 10 is a plan view showing the grouping of the four cylinders.

In engines comprising several cylinders working at the same admission pressure, each cylinder has its own valve gear. In

,"oJ'rrile' to couple the cylinders the plan hithinders Working at the' saine pressure, connecting one with the other by Suit1- mission passa e c serves for the two cylinders l and also the )oxes of the admission valves f g. One discharge passage h serves for the two cylinders and also the'boxes 01E-thr-l exhaust valves fl, e. -A communication passave 'i connects the box of the admission va vef (cylinder b) with the box of the exs haust valve e A(cylinder a). Finallyaconduit f establishes 'communication between the box of the admission valve g (cylinder w) and the box of the exhaust valve d (cylinder b). The passage 'i ycommunicates by means of a port m with the interior of the cylinder b and .by means of a port n with the interior of the cylinder a. In theI same 'way the passage 7c communicates bynieans of the port o. u ith the interior .of the cylinder a and by the port p with the interior of the cylinder 4b.

The operation is as follows: Assuming the admission valve to be open and consequently the 'admlssion valve g closed; the steam in the assage c passes the member f (open) into tile passaffe'i andthrough the ports m. and n into the cylinders b and a, in order to impe-l the pistons in' inverse directions. Obviously therefore, in this way a single valve f controls the admissions to the two cylinders b and a. During this period of admission, the exhaust valve d of the cylinder b is open, the exhaust steam of the cylinder b escapes through the port p, passes the exhaust member d (open) into the exhaust passage h. At the same time the exhaust steam from the cylinder a issues through the port o, 'passes 'through the cornmunication passage k and passes the exhaust valve d into the common exhaust passage h.' Again, therefore, a single xhaustvalve con-. trols the exhaust ofthe two cylinders; The same operation is repeated for the inverse stroke of the pistons, with this difference, however', that it 1s the admission member g and the exhaust member e-that are operative'.

The constructioual form represented in Fig, 2.reproduces this disposition ofthe connections-with .this difference that, in order 'tgmplfyfthe construction, certa'lnpassages and communications, shown separately in Fig. 1 for the sake of clearness, are superposed or placed side by side. This constructional form comprises valves as 'operated members.

In the constructional form in Figs. 3 to 6,l

all the valve 'members are arranged on the same end of the cylinder and they correspond and 3. A passage 5 (which is .more clearly shownin Fig. 4) establishes communication between the box of the'valves y and o and the cylinder af. This passage communicates with the'lnterior of the cylinders b and c by wav of the ports 6 and 7, respectively.'

two inlets. that the valves may be replaced by any By reference to Fig. 4 it will be seen that the crossed passages 1 and 5 for communication between the two-cylinders, are superposed and that the two cylinders present a common exhaust box 8 which comprises the exhaust outlet t.

The' o eration is except t at thesteam is admitted through It will of course be understood other appropriate distributing members, tor example of the Corliss type (Fig. 7) or a piston valve (Fig. 8). It is also possible to employ membersv effecting both the admission and exhaust. Again, a single slide valve wouldsufiice .for the t'wo cylinders, and it might be arranged at the junction of the passages, for example.

Regarding Figs-3 and 5 as representing as a whole a four-cylinder engine, it will be seen that the cylinders are in line. It should be clearly .understood that these` cylinders which are thus combined may be arranged in steps, or in tandem or grou way permitting of the app ication of the invention. Itis also possible in an engine.

com rising several .groups of cylinders, to com ine high pressure groups and low pressure groups respectively.

The advantages are as follows: The result of combinin(T c linders working at the' same pressure and t erefore having the same dito perfectly balance all the as pistons and external The construction and casting of the cylinders mensions, is moving masses such transmission gear.

more especially the is more readily and more economically effecty ed, seeing that' the numberof valves is re duced to the minimum and that consequently ,the operating and transmission gears are likewisesimp It willA also be noticed the same as in Fig. 1,

ed in any otherthat in the constructional forms represented, the' cylinder bodies'are entlrely independent IThe invention is especially applicable with great advantage to locomotives upon which the necessary balancing ofthe moving parts. The simplification of the transmissions alsov of damage in running. The c linders may be arranged entirely lbetween t e wheels or all the cylinders may the wheels. 4

For the a plication to 'construct-iena form illustrated in Figs. 3 'to 6 -may be adopted, v members are situated at the front end of the cylinders and in the front of the engine, `which arrangement facilitates access for inspection repair and replacement.

YThe invention is applicable in 'a general way to elastic fluid engines, driving or being driven and other machines such as steam engines, compressor pumps and as motors.

Having now particularly escribed and ascertained the nature of o'ur said invention and in what manner the same is to be'per- In a fluid pressure engine, two o'roups of two double-acting cylinders, the cy inders of each group having cranks displaced through 180 to each other and through 90.to the other air of cranks in the other group, ports at each end ofthe cylinders, crossed passages in each group of cylinders, connecting the ports at one end of the cylinders with the ports at the opposite end of the other cylinder of the same group, an admission passage c andan-exhaust passage h, admission mem-- bers j', g, connecting'the ports at one end of each cylinder with the a mission passage c, ,and exhaust members d, e, connecting the ports at th'e other end of each cylinder with the exhaust passa e h.

In testimony wiereof we have hereunto placed our hand and seal 4at Milan, Italy this twelfth day of April 1906.

. HUGO LENTZ.

CHARLES BELLENS.

In the presence ot- TYBARTO BARLONL' ERNESTO SAN'rI.

one of the other, as regards localexpansions.

enginesit permits of obtaining the balancing for running eiciently at great shaftrepresented in Fig. 9 is the driving axle to the .first group. This arrangement insures results in'considerably dir'ninishingl the risk y y or partly inside and--partly-outside the Wheels, be arrangedoutside.

locomotives the in which all the valve l-f formed, we declare that what we claim is: i 

